Transmission mechanism



- Aug. 18, 1936. K. J. STRIGL TR A NSMISSION MECHANISM Filed July 21; 1934 2 Sheets-Sheet 1 mmvrox fix?! J. Sfr/GL ATTORNEYX v Au .1s,1936. KJ RI 2,051.187

TRANSMISSION MECHANISM Filed July 21, 1954 2 Sheets-Sheet 2 mi I l b a INVENTOR BY 54m. J fine/6L M ATTORNEY I Patented Aug. 18, 1936 UNITED STATES PATENT OFFICE Glaims.

My present invention relates to transmission mechanisms particularly adapted for automobiles and consists of a novel transmission of improved design and structural arrangement having an improved principle'of operation and possessing structural and operating advantages over the present types of transmissions for motor vehicle operation.

The general objectof the present improvements is to provide a simplified, variable speed transmission mechanism adapted to be semiautomatic in its action with the elimination of the customarily employed manually operated clutch of standard transmissions while effecting the change of gear under the control of the operator by manipulation of the accelerator pedal in the manner generally similar to that disclosed in my prior Patent No. 1,892,021 of Dec. 27th, 1932.

Further important objects of the present invention include the production of a simplified transmission which in operation will automatically assume neutral driving relation under conditions of the motor operating at idling speed; to provide the foregoing by an improved gearing arrangement employing an epicycle driving gear member driven by the motor and connected to drive the driven gear affixed to the driven shaft and to be engaged by a series of controlling gears normally freelyrotatable with means for selectively holding of the controlling gears for transmitting of the motion with varied gearing ratio; to provide an improved hydraulic gearing pump retarding means for the controlling gears adapted to eflect low, and intermediate or second gearing relations, means to efiect the reverse gearing relation and a simplified governor controlled clutch means incorporated therewith and operative to effect a direct drive condition responsive to a slight release of the accelerator pedal whenthe car has attained a given speedand which will be operable reversely, automatically under idling to change -to low gear drive when the speed of the car becomes less than a predeterminedspeed; to provide for operating normally from a 10W gearing ratio to direct drive or high gear with provision for manually effecting an intermediate or second gear driving condition when desired and to provide for a hydraulic braking efl'ect athigh speed responsive to release of the accelerator pedal thus adding to the safety factor in driving.

The foregoing and other features and advantages of my present improvements will be more fully understood by reference'to the accompanying drawings wherein the corresponding reference characters of this description'are applied to the like parts in the several views.

Referring to the drawings, I

Fig. 1 is a central, vertical sectional view of a 5 transmission mechanism embodying the features of my invention.

.Flg. 2 is a cross sectional .r-z showing the low gear.

Fig. 3 is a similar view taken on line yy showing the hydraulic retarding means for intermediate or second gear.

Fig. 4 is a detail cross sectional view on line showing the governor controlled clutch for effecting direct drive.

Figs. 5 and 6 are detail sectional views showing the braking means for the reverse control gear.

Fig. 7 is a detail sectional view of the'operating connections from the accelerator pedal to the valve of the low hydraulic retarding means.

In the approved embodiment of the features of the present invention as here shown, I indicates the power or driving shaft which may be the crank shaft of an internal combustion motor of an automobile to be driven thereby. To an integral flange 2 on the drive shaft there is afiixed by bolt- 3 a gear housing 4 having counter shafts 6 upon which are journalled multiple drive gear members, d. The gear members (1 are formed with the gears I, 8, 9 and Ill, each of diiferent diameter as shown. At 5 is indicated a rear plate for the gear housing 4. The housing 4 acts as a fly wheel affixed to the drive shaft I and with the oppositely positioned gear members d constitutes the driving means of a planetary type transmission also including the driven or transmission gear t aflixed to transmission or driven shaft l2 in mesh with gear I and journalled control gears Z, i and r in mesh with gears8, 9 and Ill' re- 40 spectively for low, intermediate and reverse drive; the control gears l, i and r being normally freely rotatable and being selectively retarded or held to produce the determined driving gear ratio effected upon the translatory movement of the drive gear member d which, with an epi-cyclic action transmits motion to the gear t corresponding to the gearing ratio of the gearing train then eifective. The driven or transmission shaft I2 is journalled at its forward end in the gear hous- 5 ing and at its rear end in the transmission housing 20. The low gear control gear I is journalled on the driven shaft l2 and has an integral sleeve ll eitending reversely thereof and having keyed thereon a gear 2| of a gear pump control device view thereof on line hydraulic retarding means for gear drive and a member 12 and the .driven shaft for direct drive as hereinthe gears.

,"which and the bracket a coil spring The chamber casing member 25 after described. The intermediate controlgear i is provided with a sleeve I5 journalled on sleeve I4 and having keyed on its rearward end a gear 51 of a gear pump control or holding means and the reverse gear r is keyed upon a sleeve l5 of a brake drum I1, journalled on the sleeve I5, and

adapted to be held against rotation for reverse drive.

Controlling means The controlling means for the low and second gear control gears l and i are of hydraulic or oil gear pump type and are positioned with an oil compartment formed between the cross partitions I9-I9 of the housing.

Low gear The gear pump controlling means for low gear drive consists of a casing rigidly secured within the housing and composed of a chambered casing member 25 having a bearing plate member 24 bolted thereto; member 25 having circular recesses closely fitting the gear 2| keyed on sleeve I4 and a co-acting gear 22 journalled on shaft 23 supported by the casing members.

As best shown in Fig, 2, the casing member 25 is formed with an upper horizontal air passage 35 communicating at its opposite ends with vertical passages 30, 39. These vertical passages are connected by central horizontal passages 3 I-49 communicating with the circular gear. recesses within The meshing gears have a close fit. The lower end of thevertical passage 39 communicates with the oil reservoir as indicated and is provided with a ball valve 42 and at the opposite side of the gears the chamber casing member is provided with a similar vertical passage 32 .provided with one way ball valve 33-34, thereby providing for oil intake at each side of the device.- The gear casing member 25 is provided with a discharge opening communicating with the vertical passage 39 and provided with an adjustable plug 25 having a tapered opening adapted to govern the rate of discharge from the passage. The vertical passage 30 also has fitted thereto a vertical, movable valve member 21 having reduced portion 26 and a lower portion 29 and this valve 21, for controlling the action of the gear pump retard for low gear, is suitably connected to the usual accelerator pedal for controlling the driving motor. The connections therefore, as best shown in Fig. .7, comprise a suitably fulcrumed bell crank lever 43- -44, member 43 of which is pivotally connected to the valve 21 and the arm 44 is pivotally connected by rod 45 to lever 45 integral with the accelerator pedal 41, supported upon rod 48 as shown. The forwardly extended through a bracket 49 and provided with a fixed collar 50 between 5| is confined.

has formed therein a bleeder opening 4| communicating with the lower portion of passage 39 and with a similar opening H from oil intake passage 32 to the lower open end of vertical passage 30.

Second gear retard The generally similar hydraulic retarding device is employed for holding or retarding of the sleeve I5 and its gear i to effect the condition for second or intermediate gear drive. In similar arthe gear I posite vertical passages against the influence of a rangement, the retarding device is composed of a chamber casing member 55 and bolted thereto a bearing plate 55. The'member 55 is chambered to receive the gear 51 keyed on sleeve I5 and to receive the similar gear 58 meshing with gear 51 and journalled on counter shaft 53'. The operation of the second valve plunger 59 operating to close horizontal air passage 50; the valve plunger operatingwithin a vertical bore 51. 'I'hepassage 50 is formed in the chamber casing member 55 and connects opor oil intake ends with ball valves 53 as. shown. The vertical passages 52 are connected by central horizontal passage 52' communicating through the gear chambers. The vertical passages 52 are connected to the oil reservoir above the valve 53 by the bleeder openings or reduced passages 4|. The second gear control valve 59 is vertically reciprocated for opening and closing the air passage 5Ii by means'of a bell crank lever 54, suitably fulcrumed and provided with .a roller 55. engaged by'an actuating slide 55, pivotally connected to a vertical lever 51, fulcrumed at 51' and pivotally connected at its upper end at 55 to a shifting slide 10 extending through an aperture in the dashboard H and provided with a retaining detent 59.

\ Reverse drive retard ily understood, maybe operated from a foot pedal I45 as shown in Fig. 5. The rod I45 is provided with a fixed collar I48 engaging the free end of the brake band for compressing it upon the drum return spring I41 surrounding the rod and confined between the ends of the band.

Direct drive To effect the operating. condition for direct drive or high gear operation of the vehicle, provision is made for rotatively connecting the driven shaft I2 and the low gear drive sleeve I4 so that a positive drive is effected without of the gearing. For this purpose the sleeve I4 is rearwardly extended and has keyed thereon a drum member 12 formed on its outer surface with brackets 13 upon which are fulcrumed governor levers 14 pivoted at 15 and provided with the weight 15. The governor levers 14 are positioned to engage a disc 83 formed with a sleeve 92 journalled upon a sleeve 19 of a clutch member 94 which is slidably keyed by means of keys 15 to the driven shaft I2. At its rearward end the planetation gear retard is controlled by 52 fitted at their lower and holding the sleeve I5 car- 30 sleeve 19 has threaded thereon a collar 30 and between it and a loose collar 9| a thrust bearing is provided and likewise interposed between the disc 53 and the clutch member 94 there is a bail thrust bearing. The clutch member as best shown in Fig. 4, is provided with peripheral cam surfaces for inclined notches within which are received ball clutch members 85' retained in pobracket 93 and operative normally to influence the movement of the sleeve 82 and clutch member toward the right'as shown. The arm 89 is provided with a shoulder or roller positioned to be engaged by a shoulder 66' on the rear end of the actuating slide 66.

Operation In the operation of my improved transmission, the motor is started-in the usual way and at normal or idling speed the respective sleeves l4, l5 and iii are not retarded and are therefore freely rotatable whereby the gearing planetates without transmission of motion to the driven shaft l2, so that an idling condition prevails. In the drawings all of the parts, valves and levers are shown in the idling position; the controlling valves 21 and 59 of the gear pump retarding device being open, thus establishing a cycle of air under which no oil is taken up by the gears other than from seepage for lubrication. During idling the motor and fly wheel gear housing 4 rotate counter clockwise and the driving gear member d has a translatory movement about the axis of shaft I in a clockwise direction with rotation about counter shaft 6, as will be understood. The pump gear 2| on sleeve l4 and all parts keyed to said sleeve, rotate in a clockwise direction.

LOU) gear Upon depressing the accelerator pedal 41, the motor is speeded up and the control valve 21 is depressed and closes the air intake 26 of the low gear retarding devise, as a result of which, by reason of closing of the air cycle, the oil will enter the gear pump through passage 32 then passing through the central passage 3| around the gears 2| and 22 and from passage 40 upwardly through passage 39 closing a tapered valve 36 having plunger 31 and weight 38 positioned at the upper end of the passage 39. The discharge of the oil will then be through the bleeder opening 4| only. In consequence the gears 2| and 22 are retarded to produce a corresponding retarding or holding of the sleeve i4 and its associated gear Z and the power is then transmitted to the driven shaft |2 as established by the gearing ratio between gears l, 8, 1 and t. As will be understood, the pump gears 2| and 22 rotate very slowly under this low gear drive condition. At this time the retarding device for second gear is idling.

High or direct drive The high or direct drive operation is effected by means of the governor control ball clutch members 84--12 and is operable within a range of speed of low gear operation determined by the centrifugal action of the governor weights 16 with a setting to operate at a speed of about 15 miles or over the governor weight-16 will move outwardly and the lever 14 will correspondingly shift the ball clutch member 84 to the left and thereby position the balls 86' within the drum 12 in position to effect coupling of the driven snaft ar d the sleeve M for a direct drive. This is effected upon releasing of the accelerator pedal allowing the motor to slow down while the driven shaft l2 and the gear t maintain its momentum causing the gear I and the sleeve 14 to rotate in advance of the shaft l2, the cam surface of the ball of the ball clutch member 84 at this time al-. lowing the relative movement of the shaft and sleeve as will be understood. Upon this releasing of the accelerator 41, the control valve 21 moves upward. The port 25 now becomes a discharge as the pump gear 2| now rotates in counter clockwise direction. The air channel 35 is closed by the valve 21 and oil suction now takes place through the intake 42. The discharge plug 26 is adjusted to permit gear 2| to rotate in advance of shaft l2 up to about 25 miles per hour. At a speed above 25 miles per hour the discharge capacity at this port is below the pump, capacity, thereby causing the retarding or braking eil'ect on the gears 2| and 22. By again depressing the accelerator pedal 41, the motor and the gear casing 4 speed up. Sleeve l4 ceasesto rotate in advance and tends to rotate in opposite direction of shaft l2. This is prevented by the one way clutch 12-84, thus locking the sleeve i4 and the driven shaft |2 together. The direct drive or high gear operation is then established and now the gear pump is idling with the air channel 35 and valve 36 open acting as an intake and bleeder 4| discharging air.

Second gear ascending In high gear operation the lever Bil-9| has moved backward under the influence of the gov e.nJr weight 16 and as shown in dotted lines in Fig. 1 with the roller 90 of said lever resting against the shoulder 66'. By shifting in second, which is usually done at a speed below 25 miles per hour, the gas pedal is released, the motor slows down, sleeves 4, l5 and all parts in connection with said sleeves, rotate in advance of driven shaft i2. So does the drum 12. The ball clutch is now disengaged. The knob 10 on dashboard 1| is pulled out so detent 69 will rest against dashbrard 1|. This will move bar 66 forwardly thereby disengaging ball disc d4 from drum 12 by means of the engagement between roller 90 "and shoulder 66'. ported by bracket and resting in notch 65 moves plunger. 59 downward. The air circulation in channel 60, 62 is now interrupted. After pulling out knob 10, thegas pedal is again depressed and the motor gains speed. When motor speed and the speed of shaft l2 synchronize, sleeves i4 and I5 rotate at a slower rate and sleeve l5 finally tends to rotate in opposite direction to the driven shaft l2. At this time suction through channel 63 (Fig. 3) opens and oil is pumped from the left to the right side of gear pumps 55. The

pump gears 51, 58 are practically held against rotation as very little oil can pass through the bleeder 4|. The drive is thus in scconcL'while sleeve. l4 and its related parts rotate now in the At. the same time lever 64 supleasing the lever 89. The governor weights 16 ball 86' of the one' way clutch couple the drum 12 and driven shaft'and the drive is back in high gear.

Second gear descending This is attained under the same action as in ascending. The mechanism acts the same also, except the action in pump 55 (Fig. 3). Upon reat a lower speed leasing of the gas pedal, the pump gear 51 will rotate in advance of shaft l2. With the knob 10 pulled outand the channel 60 closed, the suction is'now through valve 63' and discharge Since there is almost no From second descending into high When the car is going down hill in second and it is desired to change to high, the knob 10 is pushed in releasing the governor as described and opening the air intake 6| and circulating channel 60, 62 so that oil drops to normal level. Instantly upon releasing of the pressure in the gear pump, the advance rotation of the'motor drops, while both of the sleeves l4 and rotate in advance of driven shaft l2. If the speed of the shaft i2 is equal to miles per hour car speed, the sleeve It cannot rotate in advance of said shaft, for the-volume of.oil pumped will be too great to pass through the plug 26. Therefore'the motor has to rotate in unison with shaft 3. This-will give at high speed a substantial braking effect. It will be understood that the drive changes into high the moment the knob 10 is pushed forward. There is more or less braking effect by the gear pump of Fig. 2 dependent on the speed of the car as already explained. By depressing the gas pedal again said braking resistance is eliminated and drive is again in high.

Stopping of car Upon releasing of the accelerator pedal 41, the

to an extent dependent on oil a motor slows down plug 26. Since the valve plunger 21-29 always operates with the gas pedal, the'low gear pump (Fig. 2) is again active. The speed of car is accordingly retarded by the restricted discharge 26. This brake power diminishes at a car speed below 25 miles per hour. By using the foot brake the car is brought to a full stop. During the above procedure the sleeve II will rotate in advance of shaft I2 at a speed of less than 25 miles per hour. The balls 66 disengage from the drum 12, while the governor weights are still in outward position. As heretofore stated; said weights move outward at a speed of 15 miles per hour and will move back of about '1 miles per hour, according to centrifugal formulas anddepending on the radius of weights'at resting position and radius of weights in action. However, the dinerences of both radii should be very small, which means that the lever with weights 16 should be as short as possible. The centrifugal force has to diminish sufficiently before shaft l2 rotates below idling speed of motor. The spring 92 then pulls all sliding parts in idling position as shown in'Fig. 1. Sleeve l4 rotates in advance of driven shaft l2 as long as shaft l2 turns in advance of fly wheel 4. The instant shafts I and I2 are synchronized sleeve I4 is also synchronized. Be-

fore the'car comes toa full stop, the shaft ll will again rotate clockwise and the transmission is in neutral with the gear pump retards idling.

The

con-

' with tapered slot.

rotation of drive gear as controlled Reverse drive This is obtained bydepressi'ng the pedal I The counter I clockwise rotation of said drum is stopped and the drive is in reverse. Upon releasing the reverse pedal and depressing the g'as'pedal more, the reverse motion of car is stopped and forward drive introduced or upon releasing both pedals, the transmission is in neutral.

As shown, the plug 26 having tapered opening is formed as a spring pressed discharge plunger Between plunger 21, rod 28 and piston 29 there is at certain times a very high oil pressure. The plungers 29, 21 balance said pressure and may be moved without noticeable resistance on the accelerator or gas pedal.

Having described my invention, I claim:

1. A transmission mechanism comprising a drive shaft and a driven shaft in axial alignment therewith, a. gear carrier member on the drive shaft, 2. transmission gear on the driven shaft, a multiple drive gear member journalled in the carrier member, a series of varied size control gears journalled' to be normally freely rotatable, saiddrive. gear member having gears meshing with the control gears and-a gear in mesh with the transmission gear, means tarding' the rotation of the the driven gearresponsive to epicyclic motion of the multiple drive gear as controlled by a retarded control gear, a governor controlled uni-directional clutch positioned to effect rotative coupling of the driven shaft and bination with a motor and manually operable means for controlling. the speed of the motoiflof a drive shaft, a driven shaft, a gear carrier member rotatable with the drive shaft, a multiple drive gear member journalled in the carrier member, a gear on the driven shaft, a series of varied size control gears journalled to be normally freely rotatable, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear, means for selectively retarding the rotation of the control gears to effect rotation of the driven gear responsive to epicyclic motion of the ,multiple means operative to effect locking of the gearing against relative rotation for direct drive arranged be responsive to release and subsequent advance of the manual motor operating means.

3. A transmission mechanism having in comfor selectively recontrol gears to effect by a retarded gear and binationwith a motor .and manually operable means for controlling the speed of the motor, of a drive shaft, a driven shaft,-in axial alignment therewith,'a gear carrier member rotatable with Y the drive shaft, a multiple drive gear member journalled in the carrier member, a gear on the driven shaft, a series of varied size control gears journalled concentric with. the driven shaft to be normally freely rotatable, said drive gear member having gears meshing with the control gears and a gearin mesh with the driven shaft gear, rotary fluid pumps connected for selectively retarding the rotation of the control gears to effect rotation of the driven gear responsive to epicyclic motion of the multiple drive gear as controlled by a retarded gear for low and intermediate drive ratio, manually operated .valve means for the pumps and governor controlled clutch means operative to effect locking of the of a drive shaft, a driven shaft in axial alignment.

therewith, a gear carrier member rotatable with the drive shaft, a multiple drive gear member journalled in the carrier member, a gear fixed to the driven shaft, a series of varied size control gears journalled on the driven shaft, 'to be normally freely rotatable, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear, rotary fiuid pump connected for selectively retarding. the rotation of the control gears to effect rotation of the driven gear responsive to epicyclic motion of the multiple drive gear as controlled by a retarded gear for low and intermediate drive ratio, manually operable valve means forthe pumps, governor controlled clutch means operative to effect locking of the gearing against relative rotation for direct drive arranged to be responsive to release and subsequent advance of the manual motor operating means and manually operated means for a control gear to effect reverse drive relation.

5. A transmission mechanism having in combination with a motor and manually operable means for controlling the speed of the motor,- of a drive shaft, a driven shaft in axial alignment therewith, a gear carrier member rotatable with the drive shaft, a multiple. drive gear member journalled in the carrier member, a transmission gear fixed on the driven shaft, a series of varied size control gears fixed on sleeves journalled concentric with the driven shaft, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear, a rotary fluid pump retarding device rota.- tively connected with a low drive ratio control gear and operable for retard in one direction only, a valve for controlling the action of the low ratio retarding device connected to be operable by the manual control means for the motor,.a second fluid gear pump retarding device rotatively connected with an intermediate ratio control gear, a valve for controlling the action thereof and manually operable connections for actuating said valve to effect intermediate drive ratio and means operative to effect locking of the gearing against relative rotation for direct drive arranged to be responsible to release and subsequent advance of the manual motor operating means. I

6. A transmission mechanism having in combination with a motor and manually operable means for controlling the speed of the motor, of

a drive shaft, a driven shaft in axial alignment.

therewith, a gear carrier member rotatable with the drive shaft, a multiple drive gear member journalled in the carrier member, a transmission gear fixed on the driven shaft, a series of varied size control gears fixed on sleeves journalled' concentric with the driven shaft, said drive gear member having gears meshing with the control gears and a gear inmesh with the driven shaft gear, a fluid gear pump retarding device rotatively connected with a low drive ratio control gear and operable for retard in one direction only, a valve for controlling the action of the low ratio retarding device connected to be'operable with the manual control means for the motor, a second fluid gear pump retarding device rotatively connected with an intermediate ratio control gear, a valve for controlling theaction thereof and manually operable connections for actuating j said valve to effect intermediate drive ratio, a drum rotatably connected to a control gear for reverse drive, a secured brake band surrounding the drum, means for actuating the brake band I, and governor controlled clutch means operative to effect locking of the gearing against relative rotation for direct drive and arranged to be responsive to release'and subsequent advance of the manual motor operating means, above a determined speed. 7

7. A transmission mechanism having in combination with' a motor and manually operable means for controlling the speed of the motor, of

a drive shaft, a driven shaft-in axial alignment,

therewith, a gear carrier member rotatable with the drive shaft, a multiple drive gear member journalled in the carrier member, a transmission gear on the driven shaft, .a series ofvaried size control gears fixed on sleeves journalled concentric with the driven shaft, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear, a rotary fluid gear pump retarding device rotativelyconnected with a low drive ratio control gear and operable for retard in one direction only and having a yieldable discharge valve, a

valve for control-ling the action of the low ratio retarding device connected to be operable with the manual control means for the motor. a second fluid gear pump retarding device rotatively connected with an intermediate ratio control gear, a valve for controlling the action thereof and manually operable connections for actuating said valve to effect intermediate drive ratio'and means operative to effect locking of the gearing against relative rotation for direct drive arranged to be responsive to release and subsequent advance of the manual motor operating means consisting of a drum on the low ratio gear sleeve. a radial cam clutch member slidably keyed on the driven shaft, governor weights carried by the drum and having arms engaging the cam clutch member, balls carried by the cam clutch member and spring actuated means operative normally to move the clutch member to inoperative position.

8. A transmission mechanism having in combination with a motor and manually operable means for controlling the speed of the motor,.of a drive feet rotation of the driven gear responsive to epicyclic motion of the multiple drive gear as controlled bya retarded gear and means operative to effect locking of the gearing against relative rotation for direct drive arranged to be responsive to release and subsequent advance of the manual motor operating means consisting of a drum journalled on the driven shaft and connected to 'a' low ratio control gear, a cam clutch member slidably keyed on the driven shaft to be movable into and out of operating relation to the drum, governor weights carried by the drum and engaging the clutch member and means normally to shift the clutch member out of operating position.

9. A transmission mechanism having in combination with a motor and manually operable means for controlling the speed of the motor, of a drive shaft, a driven shaft in axial alignment therewith, a gear carrier member rotatable with the drive shaft, a multiple drive gear member journalled in the carrier member, a transmission gear on the driven shaft, a series of varied size control gears fixed on sleeves journalled concentrio with the driven shaft, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear, a rotary gear pump retarding device rotatlvely connected with a low drive ratio control gear and operable for retard in one direction only, a valve for controlling the action of the low ratio retarding device connected to be operable with the manual control means for the motor. a second fluid gearpump retarding device rotatively connected with an intermediate ratio control gear, a valve for controlling the action thereof and manually operable connections for actuating said valve to efiect intermediate drive ratioand governor controlled clutch means operative to effect locking of the gearing against relative rotation for direct drive arranged to be responsive to release and subsequent advance of the manual motor operating means, means operative normally to shift the clutch to inoperative position and the drive shaft, a

engaging means between the connections for ac-:

tuating the intermediate ratio control valve and the clutch shifting means to render the clutch in operative during intermediate drive.

10. A transmission mechanism having in combination with a motor and manually operable.

means for controlling the speed of the motor,.of a drive shaft, a driven shaft in axial alignment therewith, a gear carrier member rotatable with multiple drive gear member journalled in the carrier member, a transmission gear on the driven shaft, a series of varied size control gears fixed on sleeves journalled concentric with the driven shaft, said drive gear member having gears meshing with the control gears and a gear in mesh with the driven shaft gear,

a rotary fluid pump retarding device rotatively connected with a low drive ratio control gear and operable for retard in one direction only, said retard device having rotors, vertical passages at each side of the rotors, a central passage connecting the vertical passages, a discharge port from one of the vertical passages and a slide valve fitted in said passage and formed with a reduced portion adapted to establish communication-with the central passage from the discharge portwhile closing the passage above and below for balancing of the pressures, said valve being connected to be operable by the manual control means for the motor.

KARL JOSEF STRIGL. 

